Motion converting and transmitting apparatus



Dec. 18, 1956 T. B. TYLER MOTION CONVERTING AND TRANSMITTING APPARATUS 6Sheets-Sheet 1 Original Filed July 6, 1948 b m c MM M T :i Mi

WE m:

.1 l lunuu bVHrili l1. Q M

Dec. 1%, 1956 T. s. TYLER 2,774,257

MOTION CONVERTING AND TRANSMITTING APPARATUS Original Filed July 6, 19486 Sheets-Sheet 2 z I 362 $49 6' E F is N 2/9 873 TRACY B. TYLER Dec. 18,1956 T. B. TYLER 2,774,257

MOTION CONVERTING AND TRANSMITTING APPARATUS 8 Sheets-Sheet 3 OriginalFiled July 6, 1948 TRACY B. TYL ER,

Dec. 18, 1956 T. s. TYLER MOTION CONVERTING AND TRANSMITTING APPARATUS 6Sheets-Sheet 4 Original Filed July 6, 1948 :iii: I

21mm TRACY B. TYLER 1 1 H V, T h u -7 Dec. 18, 1956 T. B. TYLER- MOTIONCONVERTING AND TRANSMITTING APPARATUS Originai Filed July 6, 1948 6Sheets-Sheet 5 c. 18, 1956 'r. B. TYLER 2,774,257

MOTIQN CONVERTING AND TRANSMITTING APPARATUS Original Filed July 6, 19486 Sheets-Sheet 6 TRACY B. TYLER,

w; QQWQKM United States Patent C MOTION CONVERTING AND TRANSMITTINGAPPARATUS Tracy Brooks Tyler, Miami Beach, Fla.

Substituted for application Serial No. 37,128, July 6, 1948. Thisapplication July 7, 1950, Serial No. 172,599

46 Claims. (Ci. 74-752) This invention relates to improvement inapparatus for converting and transmitting motion and/or torque and toimproved means for manually and/ or automatically actuating andcontrolling such apparatus. More specifically, it relates to improvementin such apparatus and devices which comprise transmission elementsactuatable to convey continuous or intermittent motion in relativelyvariable drive ratio from a prime mover to a drivable element orelements, and which include manual and/ or automatic operating means toactuate the said transmission elements and thereby vary the drive ratio,and is a substitute for my application filed July 6, 1948, bearingSerial No.

37,128 and abandoned October 12, 1949.

An important object of the invention is to provide in such apparatus asystem wherewith the transmitted drive or motion ratio may beautomatically varied by time limit controlled actuating means, insteadof by speed acceleration influenced actuating means as has heretoforebeen common practice. Stated in other terms, this object is to provide asystem whereby when the actuating means is once set into eifect theprocess of automatically varying the drive from a primary ratio to afinal ratio functions through a limited period of time irrespective ofany concurrent speed variation of the driving or drivable transmissionelements. Another object related to this first stated object is theprovision of a system which, after eflectuation of a primary driveratio, permits the speed of the drivable transmission element to beaccelerated either slightly or greatly before the final drive ratioautomati- A further object is to provide such a device which isextremely simple, compact, small in size and light in weight compared toformer devices of equal torque capacity which provide the same number ofdrive ratios.

Still another object is to provide such a device wherein drive ratiovariation may be eflected by time limit con-.

trolled actuating means smoothly and silently and without interruptionof the transmission of motion from the driving to the drivable element.

A still further object is to provide in such apparatus means whereby aprimary coupling, which is normally actuatable to effect a primary drivefrom a prime mover, is re-actuatable in cooperation with an actuatablesecondary ratio changing coupling in such manner that the primarycoupling is also operable to eflect other ratios. Another object relatedto this last stated object is to provide an arrangement whereby suchprimary coupling may be of dry type while such secondary coupling may beof wet type, and isolated from one another.

A further object of the invention is to provide such apparatus whereinprimary transmission of motion from a prime mover is automaticallyeffected when the prime mover attains a sufliciently high speed andwherein motion ratio changing is then effected by automatic time limitcontrolled actuating means.

Still another object is to provide in such a device means whereby anelement which is manually operable to regulate the speed of a primemover, such as the throttle lever of an engine, is also adapted tofunction as an overcontrol means to set back any drive ratio effected byautomatic actuation, the system being such that the ratios may besuccessively set back one ratio further each time the said element isadvanced to a prescribed position without being fully retracted, andthat when the element is fully retracted the automatically induced ratioagain becomes efiective.

A still further object is to provide in such apparatus improved meanswhereby one manually operable shifter element is adapted to control and/or engage or disengage, selectively and independently, a plurality ofclutches which are engageable by fluid pressure and a plurality ofclutches which are engageable by mechanical means.

Another object is to provide novel fluid pressure operable timecontrolled actuating means for motivating actions in associatedapparatus in limited time interval controlled sequence, the meansincluding operable valves, and a pump for creating fluid pressure.

Still another object is to provide in such a device improved fluidpressure controlling means for a fluid pressure motivated actuatingsystem whereby with one movable valve, instead of several, a pluralityof automatically induced actions may be effected, and which same valveis adapted to be selectively moved' by manually operable over-controlmeans counteractively to the automatically induced movement thereof.

A still further object is to provide such apparatus wherein theoperating elements are supported in a housing, and wherein a pump,valves, and other elements pertaining to a fluid pressure actuatingsystem are compactly assembled unitarily with a supporting member whichis separately detachable from the housing; and wherein the manualcontrol elements are compactly assembled unitarily on another supportingmember which is also separately detachable from the housing. Thisconstruction contributes to space saving and also makes the specifiedelements readily accessible for adjustment or repair.

Still another object is to provide such a device wherein time controlledactuating elements are adapted to automatically effect a'drive atdiflferent ratios between a prime mover and a drivable element, andwherein is included manually operable means whereby the automaticallyeffected drive may at any time and under any conditions, irrespective ofthe speed of the prime moveror the drivable element, be disconnected andre-connected at will.

A further object is to provide in such a device means whereby the primemover may be set into motion by movement inversely imparted to itsdrivable element, this means being of particular value when the primemover is a device such as an internal combustion engine which must beinitially motivated before it can function as a motion generator.

Another and important object of the invention is to and the simplicity,compactness, low cost, small size, and

lightweight of the'structure; plus numerous other inventive refinementsand advantages; As iswell-known,

'the cost, size and weight of. transmission apparatus for motor vehiclesis a matter of prime importance and consideration'. Scale structuraldrawings of the preferred embodiment of the device of' this invention,with four forward drive ratios, as designed for adaption toa motor veshicle, show it to be nearly the same insizeand weight as the now commonmanually-'actuatedthree speed trans: mission and engine clutch" assemblyof equal torque capacity, and considerably'smaller andlighter than anyother known four speed automatic" orjlsemi-automatic transmission andengine clutch assembly'of equal'torque 7 capacity.

Still 'another, object his to provide" such a .device improved manuallyoperable'jmeans' whereby the drivable either direction when required;

elementnl'aybe restrained or locked againstrotation in Other' objects tobe mentioned are to provideisuch a, device wherein two planetary; gearassemblies or unitsv are adapted to'produce a suitably high reversedriveratio by. meansof' a novel series of 'connections wherebybothjplanetary. assemblies function cooperatively as speedfreducers; toprovide a'pluralityof fluid conducting.

passages in a shaft bymeanso'f an inserted element; and

to provideisuch' a1 d"evice which is generallyadaptedffor a'utomaticallyeffecting a variable ratio drive in a'ny form of motion'between' anyprimemoveriandlapparatus tobe driventhereby. i

'These'and various other objects and advantagesof my inven'tion will' beapparent from the following description wherein reference is'niad'e tothe accompanying drawings. illustrating preferred and modifiedembodiments ofmy V invention, and wherein similar numeralsidesignatesimilar parts throughout the severalviews.

In the drawings:

I ofa preferred embodiment of'the completely asse mbled Figure l is acentral verticallou'gitudinal sectional view.

Figure 18 isa semi-diagrammatic side elevation of the complete deviceassociated with a prime mover in broken lines and illustrating themanual control linkage, and' Figure 19 is a semidiagrammaticillustration of. a modified embodiment of the apparatus and theautomatic operating mechanism.

Referring now to the drawings, the several major operating unitscomprising the preferred embodiment of the invention will first bedescribed in their consecutive order, beginning from the point ofengagement with a prime mover. Y 5

Major units Withreferenceto'Figures 1; 2 and 3- specifically; it will beseen that the present preferred embodimentof 'my invention compriseseight cooperative major units designated generally by numerals 1 to 8,inclusive. Referring to these units respectively: 1 is an actuatableprimary clutch or coupling; 2"and 3 are actuatable secondary devicewith" theiinternal mechanism partly in elevation; 77

Figure'Z is a transverse vertical sectional view, taken online 2 '2"ofFigure 1', disclosingan automatic-operate ing unit, andwith manualcontrolling elements taken on ailinesubs'tantially "as 'indicatedat 2a2nof Figure 3, Figure 3 is-a vertical section substantially'oniline 3 3 ofFigure z', illustrating a manual control unit,

Figiir'eA jis'a sectionon line 4-4 of Figure illustrat in'g a-fvalvecontrolling cam and associated parts,

Figureli is asection on.line 5-f of Figure 2, parts;

' being broken awayforsake of clearness,

Figure 6 is all fragm entary plan view ofaratchet latch:

awlemtroui d; in the manual; control mechanism, Figure 7 'is a' sectiononline 7- 7 of Figh -e2 Figure] 8, isia ,view substantially as in Figure2; but

co'r'rf biningiin,diagrammatic display the port and cham.

' nels" 7 associated j with i the; automatic operating; unit, a

Figure is a faceiview of a' pump rotor and;stator,,the;

enclosingflcasing being broken away, a

, igure 11 is. a. fragmentary transverse section on; line.

' andjareaction plate,

'11 "1'1. oflFi gure 1; taken through a clutch pressureplate Figure 12'is aliffagmentary section on line 12 .1;2,"il;'

lustratifigia clutch frict ion. late,-

Figure 13' is a fragmentary edgeelevation of the clutch friction plateandlits intermediate disc,

FigureQIO' illustrates modified form ofregulating];

clutches oracouplirigs; 4 is a planetary gearnnit; 5' is-an Vactuatablebrake which includes a one-directional restrain-- ing device;6 is anotherplanetarygear unit; 7is an-automatic operatingunit; .andS-is-a manual control 'unit:

Structural elements Now describing the apparatus in detail,referencewill first be made toFigure 1. "Reference. numeral 9 designatesa housingaor frame: forthemechanism in general;

Numeral ltl'designatesa' clutchbacking plate, which'mayf' also serve asa vflywheel for a prime mover and. which may be drivably securedto andsuppoi'ted'bya shaft 11 ofdaiprime mover, as by. bolts 12. 1 Drivablysecured to the .backingiplate, as by bolts 13, is a clutchplatecarrier framel i. The bolts 13'are accessible-through rality ofangularly; spaced'iradially: slidable flyvveights; V 22 (Figures land11), each of which are provided with" a pairof rollers 23 whicharetrapped in a substantially axially directed aperture'24; The rollersannularly abut eachfother, while the opposite annulus ofone abuts the- 1a pressure plate and the opposite annulus vof' the other abuts anaxially inclined. face of a key,lug 25,.,which' latter is' aflixed', asby weldii lg, to the reaction plate.

Figure 14 is a transverse section on line. 141,4' 0f Figure 1,illustrating an actuatable secondary clutch or coupling, l a

Figure 15. is a transverse section on line '15--15 of Figure 1,illustratingv a one-directional restraining device, Figu'r'eil'o islasection substantially on line 1616 ;of Figure l4, 7 v

Figure 17 is a transverse section on line 1 71 7 of Figure 1,illustrating a fluid strainer forthe pumpintake,

The flyweights are provided with a correspondingly in} V dinedrecessslot 26' which fittingly" and slidably engage s the sides of the keylugsto form a guideby which thej" spacing nnd alignmentjof theflyweig'hts is maintained;

- Asmay be seen, the bottom of recess slot 26 is slightly .clear of theinclined face of the keyluggThus, thefly weights themselves do not reactagainst therpressu're plate; or' the key lugs. The flyweiglits" are alsoprovided with springs- 27 'which normally jurge them;inwardly;toirestgin abutmentwith an-axially extended shoulder. .portion;28 of plalt'eiltil The springs are disposed. in counterbored chambers. 29 ,in. theflyweights and are provided with;

headedguide 'pins 39- wherewith. they are adapted} to}. react againstflatted portions3liofithe: inner; surface-of? an 'ax iallyextendediannular'rimzfilzof pressureQplate: 17.: 'The-concentric inner; surfaceof;..the', rixnserves as. a.-'v

diametral.:outward limiting'stopsfor the flyweights and by ,its:concentricityf serves to maintain thedynamic:

balancejof'tthe; assembly when the flyweigh'ts are thus-' stopped, V V

Thepressureplate and reaction plate are urged toward oneuanotherby .a'plurality-of springs-33 :in combination with headed pins 34 which latterare carried by radially subtended lugs 35 provided on the pressureplate. The springs are trapped on the pins by a snap-ring 36 againstwhich they react under a preload bias. A plurality of clutch pressuresprings 37, also under preload bias, urges reaction plate 18 and itscooperative elements to the left, as viewed in the drawing, untilnormally it is stopped by means hereinafter to be described; Thesesprings are disposed in chambers (undesignated) shown as formed in thereaction plate and the carrier frame.

Disposed between the clutch backing plate and the pressure plate is aclutch disc 38 which is provided with a pair of friction facings 39which may be secured to the disc as by rivets 40. The clutch disc ispreferably made of a spring material and is provided with a plurality ofangularly spaced T shaped apertures 41 (Figure 12) in the portionadjacent to and between the friction facings. The edge portions 42 ofthe segments thus created by the apertures may then be bent alternatelyin opposite directions to produce the form shown in Figure 13, thefriction facings being riveted alternately to those segments which arein major surface contact therewith. By this construction the clutch discprovides axially resilient yieldability, which tends to precludegrabbing and chatter when the clutch is being engaged. The clutch discis drivingly secured to a hub 43 in rotationally resilient manner bymeans of: a plurality of springs 44; a retaining plate 45; rivets 46;riveting spacer collars 47 (Figures 1 and 12); and a radially extendedflange 48 of the hub. The flange is provided with a plurality of spacedangularly elongated apertures 47, in which collars 47 are disposed. Theclutch disc and the retaining plate, disposed on opposite sides of theflange and collars, are secured to each other and retained against theflange by the rivets extending through the collars. The springs 44 aredisposed under preload bias in other spaced apertures 50 correspondinglyprovided in the clutch disc, retaining plate, and the flange. springsmay be retained in the apertures by means of angular tabs 51 which areformed by partly severing and bending outwardly a segment of the clutchdisc and the retaining plate appurtenant each aperture. The clutch discis centralized on the hub by piloting thereon, as at 52. As will now beapparent, the construction is such that when driving force is applied,one side of the apertures in the clutch disc and retaining plate arebiased against one end of the springs which in turn react against theopposing side of the apertures in the flange, and such action may beeffected in either direction of rotation. The collars 47, being free tooscillate in the elongated apertures, are not adapted to affect a drive.Thus, the springs function torsionally to dampen transmission vibrationand reduce objectionable noises.

Clutch hub 43 is carried by and drivingly splined or keyed to a stubshaft 53 which is journally supported in clutch backing plate 10 by areduced end portion 54. Axially extending from and preferably integralwith the stub shaft is an annular sleeve 55, which at its terminus isprovided with a diametrically enlarged cup 55. Journally supported inthe sleeve is one end of a main shaft 57. For purposes hereinafter to bedescribed the main shaft is provided with three pressure fluidconducting channels designated 58, 5'9 and 60. For economy inmanufacture these are preferably formed by a channeling element 61(Figures 1 and 2) which may be installed, as by press-fitting, in asingle bore in the shaft, the conduit ends being closed by solid endportions 62 of the element. Provided in sleeve are internal annularrecesses 63 and 64 which are provided with fluid directing ports 65 and65 respectively. A port 67 in the shaft 557 communicates between channel58 and recess 63, and a port 68 communicates between channel 59 andrecess 64.

- Externally afiixed to the wall of cup 56, as by rivets The 69 andriveting spacer collars 70, is a clutch drum 71. The latter, at oneterminus, is provided with a hub 72 which is tightly fitted at 73 to theannulus of sleeve 55. The hub is counterbored to form a chamber 74, andthis is in conjunction with spacer collars 70 provides a chamber spacecommunicating with port 66 and open to and beyond the periphery of cup56.

Journally mounted on sleeve 55 is another annular sleeve 75 which at oneend is secured to plate 18 by a snap-ring 76 and a tongue 77 of theplate, which latter is engaged with a slot 78 in the end of the sleeve.The opposite end of the sleeve is provided with a radially extendedflange 79 and is counterbored to journally fit over hub 72 and to form achamber 80 which communicates with the port 65 and which is providedwith another port 81. Also provided in this sleeve is an internalannular recess 82 and a fluid escape port 83, the function of which willbe hereinafter described. 84 designates a suitable oil seal or packingelement.

Mounted on sleeve 75 is still another annular sleeve 85 which at one endis drivably secured to carrier frame 14 by means of a plurality ofspaced axially extended tongues 86 which are engaged in correspondingfitting slots (undesignated) in the frame wall. Near its longitudinalcenter, sleeve 85 is provided with a radially extended flange 87 whichforms another clutch backing plate and which is adapted to cooperatewith a set of clutch discs 88 and 89. Slidably fitted to sleeve 85, atthe opposite side of the clutch discs, is a pressure plate 90. Thelatter, on one side, is provided with a plurality of spaced axiallyextended tongues 91 (Figures 1 and 14) which are slidably engaged withcorresponding fitting apertures 92 in flange 87. The tongues are alsoengaged with corresponding fitting slots (undesignated) provided inclutch disc 89, thereby drivingly supporting it. Clutch discs 88 areprovided with spaced radially extended tongues 93 which are engaged withcorresponding fitting apertures (undesignated) in the circumferentialwall of a supporting drum 94 bywhich they are carried. One side of thedrum is journally supported on sleeve 85 as at 95. Pressure plate 90, onthe side opposite to the clutch discs, is provided with an axiallyextended rim 96 which forms a cylinder which is slidably fitted to theperiphery of flange 79. Hence, plate and flange 79 also constitute apiston and cylinder in combination with each other, and the spacebetween them defines a fluid pressure chamber 90a. Plate 90 is normallyurged to clutch released position by means of a preloaded spring 97which may encompass sleeve 85, as shown, and which is disposed in aspace provided internally of tongues 91. A snap-ring 98 limits therelease movement of the plate to the required minimum. Sleeve 85 iscounterbored to form a chamber 99 which communicates with port 81, andwhich also communicates with chamber 90a by means of a slot 100 in theend of the sleeve. Sleeve 85 is also provided with an internal annularrecess 101 and a fluid escape port 102, the function of which will behereinafter described. 103 designates another suitable oil seal orpacking element.

Clutch discs 88 are preferably made of a spring material, and withreference to Figure 16 it will be seen that they are provided with awave form whereby to produce axially resilient yield during clutchengagement, as with primary clutch unit 1 and for the same purpose.

Referring again to Figure 1, with the apparatus in the condition ofrest, as it is shown, one end of sleeve 85 is in abutment with the wallof frame 14 while the opposite end is in abutment with flange 79. Also,reaction plate 18 is in abutment with snap-ring 76. Thus, the movementof plate 18 to the left (as viewed in the drawing) under bias of springs37 is limited by the described abutments, as may readily be seen.

Primary clutch unit 1 and secondary clutch unit 2 are isolated from eachother by a partition wall 104, which forms part of housing 9. Thepartition is provided with a chamber 105 which communicates with theport 102 of sleevei' and which at the bottom is provided with an openinga which forms a drain passage intozthe hOlIS'. ing. A suitable oil sealor packing element 106 .isprovided in the'bore of the partition tocooperate with sleeve 85. Thus, the primary clutch unit may be of thedry type while the secondary clutch units maybe ofthe wet or liquidimmersed type. r

'Drum 94 is drivingly secured to a sleeve 10.7 inrotationally' resilientmanner by means of a plurality of springs 108, a retaining plate 109,rivets 110, riveting spacer'collars 111, a radially extended flange 1 12of the drum, and a-radially subtended flange 113 ofIthe-sleeve. Thesprings are retained in apertures by angular tabs 114. The arrangernent,action and .purpose of the structure is the same 'as described relativeto clutch disc 38and hub 43- and therefore need notbe describedagain'here.

Referring now to clutch drum 71, slidably fitted to'the internal annulusof the drum and to the externalannulus of cup 56 is a clutch pressureplate which also constitutes a piston, and which is adapted to cooperatewith a set of clutch discs 116 and 117. Y The space between the pressureplate and the Wall ofdrum 71 defines a fluid pressure chamber 115a; Atthe opposite. side of the clutch discs is a backing plate 118. Axiallyextending from provided with a wave form, as shown in Figure 16 forclutch unit 2, and are carried by and splined, as at 121, to a formedhub 122. The latter in turn is carried by and splined to main shaft 57,as at 123, whereon it is axially fixed by' a snap-ring 124 and abutmentwith a shoulder formed by the enlarged diameter of the shaft.

anti-friction bearing 125 which is axially fixed thereon by abutmentwith the shaft shoulder and with a shoulder formed by a step on the hub.Mounted on the external annulus of the anti-friction hearing by a hubextension 126 is the clutch backing plate 118 which is axially fixed onthe bearing'by a snap-ring 127 and abutment with a radially subtendedshoulder which is formed with internal clutch teeth 128; V

Drivably secured to drum 71 by a radially extended Mounted on a reduceddiameter hub extending from hub 122 is an of hub 155 is a brake pressureplate 157, which also cons flange 129fand engagement of a plurality ofspaced fitting tongues and slots 130 is a ring gear'131 of a planetarygear unit. The gear is axially fixed to the drum in one direction by asnap-ring 132 and in the opposite direction by abutment with plate 118which latter in turn abuts a shoulder 133 formed in thedrum. As will nowbe seen,-

thedrum, and hence the elements carried by it, are co operativelyaxially fixed to the bearing 125, which latter is preferably of theradial-thrust typef Axially extended from the ring gearare a pluralityof tongues 134 which are also drivingly engaged. with the apertures 129in plate 118.

Disposed in a space between the internal annulus of drum 71 and theexternal annulus of the ring gear, and

encompassing the latter, is a preloaded spring 1'35 and a narrow ring136. Under bias of the spring the ring a-buts projected ends of tongues119 and thereby normally urges pressure plate 115 to clutch releasedposition wherein it is stopped, as shown, by its abutment with ashoulder step -1-37 formed in the wall of drum 71.

' The first planetary unit comprises in assembly: the ring gear .131; aplurality of planet gears133; a sun gear 139; planet gear shafts 140;.and .pl-anet gear'ca-ge plates ,141 and 142. The planet gears, enmeshedwith: the rina-gear and the, sun gear, are journaled on "the shafts 140.vtthich are fixedly supported in the :cage plates 141and142. The latterare rigidly'securedjo eachother as by :rivets .143 and dowels 144, asshown and designated at thelower portion. of the second planetary vge'arr unit. Plate 142 is .extended radially and is drivably and supportingly secured to sleeve 107. by engagement of a plurality of spacedfitting tongues 14s and. slots 146. a.

The axial location of the'planet gear cage assembly is, maintained bythrust washers'147 and 148, and theaxial location of the assemblycomprising drum 94 and sleeve 197 is maintained by abutment of thebottoms of slots 146 with tongues at one end and by'abutment of theopposite end with the face of a boss 149 provided on the housingpartition.

respectively.

To simplify illustration and description, sun gear 139 is shown asintegral with a brake drum 1'52,'though it may as readily be affixedthereto by means such as riveting. Fitted to the external annulus of thedrum 152 is an axially extended cup rim of a brake backing plate 153.The latter is supported in a fitting bore of housing9 and together withthe brake drum is stationarily fixed-both axially and against rotationby means-such as a plurality of bolts 15'4 spaced around the housing.Thus, it'w ill be seen that the sun gear 139 is thereby held stationaryto the housing.

Brake drum 152 is providedjwith an axially extended tubular hub 155which is also provided with internal clutch teeth 156. This hub, likethe sun gear, is shown integral with the drum, but it'may as readily beafiixed thereto :by means such as riveting. Slidably fitted to theinternal annulus of the drum and to the externalannulus stitutes apiston, and which is adapted to cooperate with brake discs 15S and 159.The space'betweenthe pressure plate and thewall of drum 1'52 defines afluid pressure chamber 157a. of spaced axially extended tongues 160which, as with the plates of the clutches previously described herein,are slidably engaged with corresponding fitting apertures in backingplate 153 and with slots in brake disc 159, which latter is torsiona llysupported thereby. Brake disc 159 may also be made of a spring materialand provided with a wave form such as shown in Figure 16. A preloadedspring 161, encompassing hub "155 and trapped by a snap-ring 162,normally urges pressure plate 157 to brake released position where it isstopped, as shown, when its hub 163 abuts the wall of the drum.,

Brake disc 153 is in the form of a flanged cup'and' is afiixed, as byrivets 164, to the external shell 165 of a one-directional restrainingdevice. The latter" com.- prises (Figures 1 and 15): a roller cage 166;a plurality of rollers 167; flatted portions 168 provided on hub 155.

to cooperate with the rollersyand pins 169 secured in the cage andwhichurge the latter to roller lock position under bias of springs 174)trapped in recesses 171 provided in the hub. Relief depressions 172inflatted por- 7 tions preclude the rollers from looking in the freerunning direction under any conditions; Although the onedirectionalrestraining device herein shown and described is of the common andconventional pinch-roller type, it is to be understood that a ratchet orother type of one-directional restraining means may be. substituted'without departing from the scope of my'invention.

Provided on the periphery. of shell 165 are external.

clutch teeth 172 which are formed as gear teeth and which are adapted tomesh with the internal teeth ofa ring gear 173 of the second planetarygear unit. The

latter unit comprises in assembly: the ring gearf173 a plurality ofplanet gears 174; a sun gear 175;"planet'gear shafts 176; andplanetgearcage plates 177 and 178. The

planet gears-enmeshed with the ring'gear and the sun gear, are journaledon the shafts 176 which 'arejfixeidly 1 supported in the cage plates-177and 17S. The latterare Cage. plate 141-and sun gear' 139 are providedwith internal clutch teeth 150 and 1151 Plate 157 is provided with aplurality secured to each other as by the rivets 143 and dowels 144.Drivably and supportedly secured to ring gear 173 by engagement of aplurality of spaced fitting tongues and slots 179 is a shifter plate180. The plate is axially secured to the gear by a snap-ring 181 and byabutment of its tongues with the bottom of the slots in the gear. Theaxial location of the ring gear and the sun gear relative to the planetgear cage is maintained by thrust washers 182, 183, 184 and 185.

Sun gear 175 is journally supported on main shaft 57 by an axiallyextended tubular hub 187 which, adjacent its terminus, is provided withexternal clutch teeth 188 which are adapted to selectively engage any ofthe clutch teeth 128, 150 or 151. Cage plate 177 is provided with atubular hub which extends into the hollow interior of brake drum hub 155and which, adjacent its terminus, is provided with external clutch teeth186 which are adapted to engage teeth 156 of hub 155. Cage plate 178 andshifter plate 180 are provided with internal clutch teeth 189 and 190,respectively, which are adapted to selectively engage external clutchteeth 191 and 192, respectively, provided on shaft 57.

Although the gears and toothed clutches, as herein disclosed, areindicated as having straight teeth, it is to be understood they may asreadily be provided with helical teeth, the clutch teeth then havinghelix angles which thrust-compensatingly cooperate with the angles ofthe gear teeth.

Sun gear 139 and drum hub 155 are provided with internal annularrecessed portions 193 and 194 and a plurality of lubricating ports 195and 196. The ports are angularly spaced around the gear and hub so thatirrespective of the rotated position in which the unit may be fixed atassembly one set of ports will be aligned with the direction of theforce of gravity.

Sun gear hub 187 is provided with internal annular recessed portions 198and 198:: and lubricating ports 199 and 200, the latter being in theform of a narrow axial slot through one of the remaining bearingportions. A lubricating port 201 also is provided in the sun gear. Shownby dotted line circles in shaft 57 are lubricating fluid directing ports202 and 203 which communicate with shaft channel 60. The lubricatingmethod and manner will be hereinafter described.

A hub of shifter plate 180 is provided with an external annular recess204 which is adapted to receive a shifter fork 205. The fork is slidablysupported by a 'foot 206 on a fluid conduit tube 207 and is slidablymounted and guided on a shifter rail 208 (Figure 2). The latter issecured in a boss (not shown) in the housing end plate 209 which latterin turn is secured to the housing as by bolts 210.

To simplify illustration and description the various journaled elements,as herein disclosed, are shown without bearing bushings. However, it isconsidered obvious that such bushings may be applied where required.Also, it is to be observed that piston rings, though undesignated, areshown in conjunction with the clutch and brake pressure plates whichconstitute pistons.

Describing now the automatic operating unit 7, reference will be made toFigures 1, 2, 8 and 9. Comprised in assembly is: an element supportingbody 212, which may be secured to housing end plate 209 as by bolts 211;a pressure fluid directing manifold 213; a seal plate 214; a pump stator215; a pump rotor 216; a pump chamber body 217; a piston valve 218; afluid escape port regulating screw 219; a core valve 220; a primaryfluid pressure govering and relief valve 221; a piston and governingvalve spring 222; a secondary fluid pressure governing and relief valve223; a secondary governing valve spring 224; a pressure fluid directingmain valve 225; a main valve operator comprising pistons 226, 227 and228 and a piston core tube 229 which carries a shouldered plunger rod230; a piston reaction spring 231; a plunger pressure spring 232; avalve yoke 233; and a cut-off valve 10 234. The various pistons andvalves are slidably disposed in bores 235, 236, 237, 238 and 239 formedin supporting body 212.

The fluid directing manifold 213 fittingly encompasses shaft 57 and isprovided with internal annular recesses 240, 241 and 242 which registerrespectively with ports 243, 244 and 245 provided in the shaft. Thelatter ports communicate respectively with shaft channels 58, 59 and 60.

The fluid pump is of the eccentric stator type, and the rotor isprovided with a plurality of spaced radially slidable vanes 246 the endsof which are sustained in contact with and follow the internal contourof the stator when the pump is in operation. The rotor is in sIida-blecontact with the stator at point 247, thus here forming a pressure trap.A suction chamber 248 is defined on one side of a center line passingthrough point 247 and the pump axis, and a pressure chamber 249 isdefined on the opposite side thereof. The .chambers thus defined openlycommunicate respectively with radially formed recess chambers 250 and251 provided in the pump chamber body 217. Communicating with anextended portion of chamber 250 is a fluid intake port 252 provided inthe pump stator. Communicating with extended portions of chamber 251 arefluid pressure output ports 253 and 254 also provided in the stator.Ports 252, 253 and 254 are registered with corresponding ports (notshown) in seal plate 214 to communicate with channels formed insupporting body 212, which will hereinafter be more fully described.Also provided in the pump chamber body is an annular recess channel 255which is substantially radially aligned with the bottom portions of thevane slots in rotor 216 and in open communication therewith beneath thevanes. This channel communicates with pressure chamber 251 by means of aport 256.

The pump rotor 216 is carried by and drivably keyed or splined to shaft57 as at 257. The pump stator 215 and chamber body .217 may be securedto supporting body 212 as by rivets 258. The rotor is closely rotatablyfitted between seal plate 214 and chamber body 217. Shaft 57, at itsdrive output end, may be journaled radially and fixed axially by ananti-friction bearing 259, which is preferably of the radial-thrusttype. The bearing may be secured in a chamber of end plate 209 byabutment with the pump chamber body 217 at one side and a shoul- V der260 of the end plate chamber at the other side. The

shaft may be secured to the bearing by a nut 261 and a coupling element262 which maintain a shoulder 263 of the shaft in abutment with thebearing. The bearing may be lubricated by oil seepage from the pump, andend plate 209 is provided with a drain channel 264 leading back intohousing 9 to return excess fluid.

Referring now to the pistons and valves, bore 235 is provided at one endwith a closure collar 265 in which one end of the core valve 220 isslidably fitted, and at its opposite end the bore is closed with a solidplug 266. The collar and plug may be retained by snap-rings 267 and 268respectively. Near its longitudinal center the bore is slightly reducedin diameter to form a shoulder 269. Near its lower portion the bore isfurther reduced in diameter for a short distance to form a collar 270 inwhich the stem of governing valve 221 is slidably fitted and throughwhich the stem extends to adjoin core valve 220 by entry into acounterbore of the latter, :as at .271. The core valve is provided witha radially extended flange 272 at its lower terminus to support spring222. The flange is spaced from the wall of the bore and may also beprovided with slots 273 so as to effect no resistance or reaction to anyfluid surrounding it. The bore carrying relief valve 223 is closed witha plug 274 which may be retained by a pin 275.

Bore 238 is provided at one end with a closure collar 276 in which thestem of plunger rod 230 is slidably fitted, and at its opposite end thebore is provided with another closure collar 277 in which core tube 229is slidably 13 fall by gravity into latch engagement with teeth 372 ofthe ratchet wheel, though a spring may be added if preferred. As shownin Figure 6, the latch pawl may be provided with a slot 373 to form analignment guide for the operating pawl 351. Provided on the latter is alaterally projected lug 374 by which it is adapted to lift and releasethe latch pawl when required, and which normally sustains the latter inreleased condition. The operating pawl is pivotally secured to crank 354as by a headed stud 375. The pawl spring 352 is secured at one end tothe pawl 351 and at the opposite end to a stud 376, which latter issuitably afiixed to supporting plate 336. The spring is angularly biasedto urge the operating pawl into ratchet engagement as well as upward, asviewed in the drawing. Crank shaft 355 is pivotally supported in thebore of a boss 377 of supporting plate 336. Crank 354 and crank am 356may be afiixed to the shaft by cross-pins (undesignated).

Gear quadrant 348 is provided with a tubular hub 378 by which it ispivotally supported in the bore of a boss 379 of supporting plate 336.Arm 349 may be afiixed to the hub as by a pin 349a. The gear quadrant isnormally adapted to concurrently rotate both cams to selected positions.Detent collar 342 is preferably secured to the gear teeth 363 of the camhub by means of internal mating teeth and is provided with positioningnotches 380 which cooperate with ball 359. The latter and its spring aredisposed in a boss 381 preferably formed integrally on supporting plate336. Cam lever 344 is preferably adjoined to control arm 346 by anintegral hub 382. Roller 345 is adapted to cooperate with the cammingperiphery of controlling cam 339, and a rounded end 383 of arm 346 isadapted to cooperate with a rightangled lower extension 384 of valveoperating yoke 233. Lever and arm shaft 347 is pivotally supported inthe bore formed in the tubular hub 378 of the gear quadrant. The camlever and control arm 344 and 346 and cam lever arm 350 may be afiixedto the shaft by cross-pins (undesignated). Valve push rod 357, which isprovided with a stop collar 357a, is slidably supported in a boss 385 ofsupporting plate 336. This rod is adapted to control the valve 234 underactuation by bell crank 358. The latter may be pivotally afiixed, as at386, to lugs provided on the supporting plate. The means for operatingthe bell crank will presently be described.

Engaged in the track of shifter cam 338 is a roller stud extension 387of a short arm 388 of shifter fork 205. The cam track is formed withsubstantially concentric portions for a short distance to each side ofthe radial lines designated L, R and N. The radial lines designateselective stations, and the concentric portions serve to prevent the camfrom being inversely urged to rotate by any back pressure from thecamming roller. In other words, were an inclined camming surface toremain in contact with the roller at selected stations, any backpressure from the roller would tend to rotate the cam. The concentricportions also provide leeway whereby the selected positions of the camneed not be critically defined or maintained. The track is alsosubstantially concentric for the entire distance from radial line Fcounter-clockwise to its end, as viewed in the drawing, which concentricportion is designated Controlling cam 339, for the same reasons asdescribed above, is provided with substantially concentric portions fora short distance to each side of the radial lines designated B, C and D.It is also substantially concentric for the entire peripheral distancefrom radial line A clockwise to reference numeral 389. The lines A, B, Cand D of the cam also correspond to stations of main valve 225 and yoke233 designated by similar characters in Figure 8.

With reference to Figure 18, other elements pertaining to the manualcontrol system will now be considered. In this figure, the elements areprincipally illustrated diagrammatically. 390 designates a shifterlever, which may be pivotally aflixed to housing 9 as at 391, and whichmay be the shifter lever of a motor vehicle. Associated with the shifterlever is an indicating quadrant 392 which also may be suitably aflixedto housing 9 Shown inscribed on the quadrant are the characters L, R, N,1, 2, 3 and 4. These correspond respectively to the characters L, R, N,A, B, C and D designating the cam radial lines described hereinbefore.Of the quadrant characters, L designates a locking condition, Rdesignates a reverse drive, N designates neutral, and the numeralsdesignate forward drive ratios. The shifter may be pivotally connectedto quadrant arm 340 by a rod 393. 394 designates a prime mover,diagramatically illustrated, which may be an internal combustion engine,an electric motor, or other motion producing means. 395 designates apivotally movable speed controlling element, which may be the throttlelever of an engine, a lever of a rheostat for an electric motor, orother speed controlling device. Element 395 may be pivotally connectedto a manual control element 396 by means of a link 397. The manualcontrol element may be the foot throttle of a motor car. An elongatedaperture 398 in the link, cooperating with one of the pivot connections,provides a lost motion connection. Link 397 is also provided with aslidable washer 398a and a spring 399, which spring, abutting extendedlugs 400 provided on the link, is preloaded with sufficient bias to moveelement 395 to its maximum speed position before lost motion movement ofelement 396 occurs. A retracting spring 401 may be provided to bias theelements toward minimum speed position. Element 396 may be pivotallyatfixed to the prime mover, as at 402, and connected by a rod 403 tocrank arm 356. An elongated aperture 404 in the rod, cooperating withone of the pivot connections, provides another lost motion connection atthis point. 405 designates a drive engagement controller, which may bepivotally aflixed to housing 9 as at 406. The controller may bepivotally connected to cam lever arm 350 by a rod 407. An elongatedaperture 408 in this rod, cooperating with one of the pivot connections,provides a lost motion connection. This allows arm 350 to be moved bycam 339 independently of rod 407. Formed at one end of rod 407 is acaming element 409 which is adapted to operate hell crank 358.

It may now be observed that with removal of nut 281 and bolts 210 theautomatic operating unit 7 may be bodily detached from housing 9 withoutdisassembling other elements of the apparatus. Also, with removal ofbolts 337 the manual control unit 8 may similarly be detached Withoutdisassembling other elements of the apparatus. Thus, these units arereadily accessible for repair or adjustment with economical facility.

In Figure 17 is shown the fluid strainer 332 for the pump intake. Thestrainer comprises: suitable cylindrically formed wire mesh screens 410;screen holding ferrules 411 and 412; and a core tube 413. The ferrulesmay be afiixed to the tube and the screens as by soldering or brazing.The strainer is slidably supported, as shown, in the chamber of theholder 331 formed in the housing. Ferrules 412 are provided withapertures 414 and are spaced from each other to expose suction port 330.Ferrules 411 are closed. Therefore, fluid must be drawn through thescreens and then through apertures 414 to reach the suction ports As maybe seen, the strainer is retained in position endwise between a drainplug 415 and the opposite side wall of housing 9. The housing also formsa container for a supply of fluid. With removal of the drain plug thestrainer is adapted to be withdrawn through the drain plug orifice forcleaning or other purposes.

Semi-diagrammatically illustrated in Figure 19 is a modified embodimentof the invention wherein the time controlled actuating system is adaptedin a modified manner to an infinitely variable friction drive type ofmotion converting and transmitting apparatus. In this disclosure,numeral 416 designates aprime-rnover, diagrammatically illustrated. 417designates a supporting base whereon the prime mover and appurtenantoperating elements may be mounted and secured. The prime mover mayincorporate a shaft418'to which may be suitably drivably secured, as bypinning, a friction driving plate 419.

Journally supported in brackets 420 and 429a, which may i V be'integralwith base 417, is a drivable output shaft 421 which may beaxially-secured to'one journal bracket ,as by pinned collars 422'andwhich is disposed substantially at right-angles to shaft 418. Slidablycarried by and drivably keyed to shaft 421 is 'a friction wheel 423.

Suitably secured tothe circumferential rim of the wheel f may beintegral with base 417. The opposite end of the rod is disposediintheactuating cylinder wherein it is suitably secured to a piston 431, whichlatter is slidably fitted in the cylinder. The cylinder maybe rigidlysecured to a bracket 432, which also may be integral with basef417. Theactuating cylinder comprises: an end cap 433; a piston reaction spring434; a fluid inletport 435;"and an inlet port regulating screw 436. V

"Secured to journal bracket 420, as by bolts 437, .is .a fluid pressurepump, generally designated .438. pump'rnay be'similar in structure andoperation to that disclosed'in'the firstdescribed embodiment oftheinvention; except that here it is ,adapted to pump vaiiainstead ofliquid'as a fluid medium. The pump comprises: a rotor V 43 9; slidablerotor vanes 439a; .an eccentric stator 440; V a chamber body 441, whichalso -forms a pump'cover;

a wall bearing plate 442; a suction chamber 443; apre s- This betweenthe adjacent surface of pressure plate 17. and the inclined face of keylugs 25. Therewith the pressure plate will be moved to engagethefacing's of clutch disc 38 between it and the backing plate, androtation will now l ne-transmitted to the clutch disc and .the elementsdrivably securedto it. If the flyweights have not'beco'me' seatedagainst the inner surface of pressure plate rim 32 when thepressure'plate has moved asfar as the thickness of the clutch disc andfacings will permit, reaction plate 18 will recede, further compressingsprings 37, until such seating of'the flyweights is elfec'ted. Thus, notonly is the engagement pressure properly limited by the springs 37, but,also, the movement imparted to the reaction plate when the clutchfacings are new is suflicient totake care of all wear variation, so itis never necessary to adjust the clutch-for such Wear. I,

Under the conditions now in effect,sleeves 75 and 8S and hence'clutchdrum 71, ring gear '131 and planet gears 138 and theircage plates willbe rotating, but since no.

fluid pressure is yet available to-engage clutch units,

and none of thetoothed clutches are engaged, ,no rotation can betransmitted to shaft 57, as may readily'be seen.

Let it nowbe assumed that the shifter lever 390 be 'moved to the stationdesignated 4 on its indicating quadrant. ,By this movement shifter cam338 (Figure 3) will berotated clockwise to the station where roller stud387 of the shifter fork will be substantially at the end of theconcentricportion 338a of the cam track; At the same'time valvecontrolling cam 339 will be rotated to the stationwhere its radial lineD is aligned with cam roller345. In this condition, cam lever 344 andits valve control arm 346 is free to rotate clockwise, as

viewed in Figure 3, as far as the maximum movement. of valve yokej233may,require, that is, to the station thereof (Figure '8)which-is"correspondingly desigated D, and .shifterforkltlS will-be'moved to the left, as

viewed in Figure 1 (right in Figure 3). Therewith,

' planetary gear; unit 6 will be moved to efie ct engagement of clutchteeth 1-88 with teethfilZS, .the teeth of ring gear 173with-clutch-teeth-172, and teeth 189 with'teeth 121.

sure chamber 444; a fluid'intake port 445; a fluid output port 446; afluid pressure governing valve 447; a governing valve spring 448; aspring and valve retaining collar 449; and a'fluid escape'port 450. a

The pump rotorissuitably .keyed to shaft 421'as at 451. The pump fluid.pressuremay be conducted ..to actuating cylinder'428 asb yaconduittube452. .In lieu of lubrication, the pump stator, wall bearing plate,-.and

chamber body. may bemadeof: an oil impregnated bronze or theequivalentlsuch. asvis welL-knowncommerciallyQ Operation The operationof the apparatus may, now bedescribed. It isfirst to be observed thatthefluid'pressurepumpcannotbe in operation unless main shaft '57isrotating. Therefore, fluid pressure toactuate the fluid operable.ele-. ments'is not created'when fthe shaft is at-rest,.and as a clutchunits 2-and 3 (and alsobrake unitj 5,.but not for minimum'speed,flyweights will'move outward under centrifugal force, overcoming the.bias of-springsj27, and

33;and causerollers"23' to' function as a roller wedge If now'the' primemover be sufficiently accelerated to engage -clutch-unit'1, in-themanner previously described, a-first ratio drive-will be transmitted'toshaft57 through clutchdisc 38,'sleeve' 55 and clutch drum 71, ring gear131, backing plate 118, sun gear and plane t gears 174and cage plate"178. --The ring gear 173,1being 'engaged'with clutch teeith "1 72, is,stationarily restrained against rotation'in-the opposite direction bythe onedirectional restraining device which comprises rollers 167.Hence, the planet gears rollinglyreact against the ring gear toforwardly -rotate-their cage plates and thereby shaft '57 at thereducedspeed (multiplied torque) ratio 7 produced bysuch gearing. 7

With the type of'fluid pressure pump: herein disclosed and-described,centrifugalforce is reliedupon to initially move the vanes-246 intocontact with the statotg but after fluid pressure hasbeen developed port256 will conduct such pressure to channel-255 and therewithinto theslots beneath the vanes to thereafter urge them ,outwardly by such pumpoutput'pressure. It: istherefore to'be observedthatthe pump is of altypewhich must be rotated at or above some minimum, speed before it .becomeseife'ctive, and which will again become ineifective, even while stillrotating, when such rotational speed is'refduced to a pointatwhichitsioutput volume and pressure V is no longer. adequate toetlectivelysustain the vanesin contact with the.stator. For.,example, itmay. be garni- .trarily assumed ,that, the. rotor must. reacha.--minirnum speedof .150 .R. P. for thepumpto becomeiinitiallyeffective and that with reduction ofthefspeedtodOO R. P. .M. or less itagain becomes .inefiective. i-Ioweyer, the actual performance speeds areof no concern in this invention.

With main shaft 57 and hence the ,puirnp, rotor. now rotating, when theshaft attains sufficient speed suction will be developed in pumpchambers 248- and 250 to draw fluid thereinto through strainer 332,conduit 329, port 328, channel 327, and port 252, from the supply storedin housing 9. Thence the fluid will be carried by the rotor vanes topressure chambers 249 and 251 wherefrom it will be conducted to the endchamber of governing valve 221 by the connected ports 253 and 299.

In Figure 2 the various pistons and valves are shown in first ratiocondition, whereas, to facilitate description, Figure 8 shows them insecond ratio condition. The first ratio condition is that in which themain valve 225 and valve yoke 233 are in the position designated A inFigure 2. In this position main valve chamber 303 will be incommunication with port 314, thereby venting this port; chamber 304 willbe in communication with port 313, thereby forming a closure for thisport; chamber 305 will be in communication with port 315, therebyforming a closure for this port; chamber 308 will be in communicationwith port 316, thereby venting this port through escape ports 312 andpassage 310; and chamber 309 will be in communication with port 292s and317. Also, when at rest, governing valve 221 and piston valve 218 willbe in the condition shown in Figure 2 wherewith the end chambers ofpiston valve 218 will be vented by port 287; port 289 will be closed bythe piston valve; port 290 will be in communication with chamber 286;and ports 292a, 293a and 294a will be in communication with piston valvechamber 285, thereby venting these ports through port 295.

With reference to Figure 2, the pressure fluid, upon entering thechamber of valve 221, is next conducted to dash pot chamber 286 by ports291, passage 288, and port 290. By this means the chamber 286 must befilled to capacity before further pressure can be developed. Thesubstantially vertical extension 296a of escape port 296 functions as astandpipe whereby fluid may not later drain out by gravity through port296. When now the pump fluid output volume becomes suflicient to exceedthe escape capacity of port 296 and the normal leakage between thevarious moving or movable elements, it must move valve 221 against thebias of spring 222 sufliciently far to permit excess fluid to escapethrough port 297. Thus, fluid pressure is developed and governed inaccordance with the bias of spring 222. With this movement of thegoverning valve and hence core valve 220, port 290 of the latter Willnow be closed by the bore of the piston valve 218, as shown in Figure 8,and the other core valve port 289 will now be opened into the endchamber of the piston valve. At the same time, the core valve escapeport 287 will be closed by end collar 265. Thereupon, the fluid pressurewill overcome the bias of spring 222 and motivate the piston valveagainst the fluid substantially trapped in chamber 286 to progressivelyexpose the fluid directing ports 292a, 293a and 294a respectively. Thetime required to so expose these ports successively is limited accordingto the adjustment of the regulating screw 219 of port 296.

When port 292a is exposed, as shown in Figure 8, the pressure fluid fromport 289 will be conducted by channel 292 and port 29212 to pistonchamber 322 of the valve operating assembly, and by port 292s to chamber309 of the main valve. When the pressure fluid enters piston chamber 322it will overcome the bias of spring 231 and move piston 226 and itsassociated elements to the station at which the piston is stopped, asshown, by abutment with snap-ring 280. This effects the second ratioposition B of the main valve by the valve yoke 233. Valve chamber 305will still be in communication with port 315 and thereby continue toform a closure for this port; chamber 308 will still be in communicationwith port 316 and thereby continue to vent this port; chamber 309 willstill be in communication with port 2920 and 317; but chamber 304 willnow be in communication with port 313 and 314. Hence, pressure fluidwill now be conducted from pump output port 254 to the pressure chambera of clutch unit 2 by port 313, chamber 304, ports 314 and 318, recess240, port 243, channel 58, port 67, recess 63, port 65, chamber 80, port81, chamber 99, and slot 100, and pressure plate 90 will thereby bemotivated to engage its associated clutch discs between it and backingflange 87. it is important to here observe that the fluid pressurereaction between pressure plate 90 and the sleeve flange '79, with whichit cooperates, urges the latter to the right and the other elements ofthe clutch to the left, as viewed in Figure 1. Therefore, since thesleeve 85 of the clutch unit is in axial abutment with the wall ofcarrier frame 14, and sleeve 75 of the flange is axially affixed toreaction plate 18 by the snapring 76, the reaction plate will also bemoved to the right, still further compressing springs 37, until it isstopped by its abutment with the terminus of sleeve 85, the axial thrustof the latter being sustained by the carrier frame wall, as is apparent.Thus, by the withdrawal movement of reaction plate 18 clutch unit 1 willbecome disengaged by and with engagement of clutch unit 2. Also, sincethe axial pressure must react through the discs of clutch unit 2, as isfurther apparent, the latter will coact to engage progressively andproportionately as clutch unit 1 becomes disengaged, and vice versa.Upon engagement of clutch unit 2 a second ratio drive will betransmitted to shaft 57 from carrier frame 14 through sleeve 85, clutchdiscs 88 and 89, drum 94 and sleeve 107, planet gear cage plate 142 andplanet gears 138, sun gear 139, ring gear 131, backing plate 118, clutchteeth 128 and 188, and thence through planetary gear unit 6, whichlatter remains effective to function in the manner previously described.Thus, the second ratio is obtained by overdriving the first ratiogearing, this being the present function of planetary gear unit 4wherein the planet gears will now rollingly react against the stationarysun gear to forwardly rotate the ring gear at an increased speed ratio,in an obvious manner.

As previously mentioned, chamber 300 of the main valve is at this timestill in communication with port 317. Therefore, pressure fluid is nowalso conducted from port 2920 to the pressure chamber 157a of brake unit5 by ports 317 and 317a, chamber 321, port 317b, conduit 207, and port333, and pressure plate 157 will thereby be motivated to engage itsassociated brake discs between it and backing plate 153. When the discsof brake unit 5 are engaged the one-directional restraining device, andhence ring gear 173, is restrained from over-running'and shaft 57 isthereby restrained from coasting.

Upon elapse of such time interval as may be substantially established bythe adjusted fluid escape capacity of port 296 piston valve 218 Willhave moved suificiently far to also expose port 293a. Thereupon,pressure fluid will be conducted by channel 293 and port 293b to pistonchamber 323 thereby further overcoming the bias of spring 231 to movepiston 227 and its associated elements (except piston 226, which remainsWhere it is and cooperates in reaction) to the station at which it isstopped by abutment with snap-ring 281. This effects the third ratioposition D of the main valve. Valve chamber 304 will now be incommunication only with port 314, and chamber 305 only with port 313,thereby forming separate closures for each of these ports; chamber 306will now be in communication with port 315, thereby permitting thelatter to vent through escape ports 311 and passage 310; chamber 309will now be in communication with ports 316 and 2920; while port 317will now be exposed to the open valve bore 237 wherethrough it is freelyvented. In this condition, clutch unit 2 will again be released, as isapparent, and clutch unit 1 thereby again become engaged. The disc brakeunit 5 will also be released. Pressure fluid from port 2920 will now beconducted to the pressure chamber a of clutch unit 3 by chamber 309,ports 316 and 319, recess 241, port 244, channel 59, port 68, recess 64,port 66, and chamber 74, and pressure plate 115 will thereby bemotivated surelessback into housing 9 by ports 83 and V tition chamber105, and passage105a.

' jtOf engage its associated clutch. discs between it and backin'gplate118;" Uponiengagementof.clutchLunit 3a third ratio drive (whichinrthiscaseis a direct drive) will be transmitted'to'shaft' 57 throughclutch disc 38, sleeve 55 and clutch dmrn 7l, Clutch discs '116'and 117and backing plate 118, and hub 122. and spline 123. Planetary gear unit'6 is now free to revolve ineifectively. v

Upon. a stillfurther elapse of time, piston valve 265 will'have'moved'sufli'ciently far to also expose port 294a.

Pressure fluid will then be conducted by channel294 and port294b topiston chamber 324 thereby still further overcoming the bias'of spring231 to move piston 228' and its associated elements (except pistons 226and 227, which remain where they are and cooperate in reaction) to. thestation at which it is stopped by abutment of the gaged"andclutch unit 1thereby released inthe manner previously described, while clutch unit 3will remain engaged. In this condition a fourth ratio drive 'Will betransmitted'to shaft 57 from carrier frame 14 through clutch unit 2,'planetary gear unit 4, and clutch unit 3,

' bythemeans previously described. It will therefore be apparent thatthefourth ratiois produced by thus overdriving shaft STsomewhat as theplanetary gearing of nnit6was overdriven to produce the second ratio.

' When'pressure fluid is introduced into the chambers V 80-and/or'99 "ofsleeves 75 and 85, any fluid which may.

leakthrough thebearing annulus of these sleeves will be receivedbytherecesses 82 and 101 and conducted pres- 102, par- Thus, clutch'unit 2will'again be en- When the speed of shaft 57, and therefore the pumprotor,'is sufliciently reduced to render the pump'fluid outputvolume:and pressure inadequately effective, as previously described, spring 222will move governing valve-221 back to the position shown in Figure 2.Therewith; escape port287 will again communicate with the end chamber ofpiston valve 218, and spring 222 will also move' the piston valve backto the. position shown in F1gure'2. Thereupon, ports 292152934 and 294avwill Particular attention is here'directed to another function i ofthepressure governing valve in the present operating system; Smce, asdescribed, the piston valve 218 will not be motivated until thegoverning valve 'is moved and V 'sustained'sufliciently far to effectsuch piston motivation,

i-tis obvious that fluid pressure corresponding to the bias value'of-spring 222'must be developed before any pressure fluid can beconductedby port 292a; Hence, pres-' surefiuid to actuate the clutchescannot be deliveredtto them'until or unless the pressure is up to theminimum requiredfor their safe and'proper operation. If pressure fluidcould be delivered to them at less than such required minimum pressure,they would be subject to serious damage from over-heating inducedbyexcessive slippage.

Considering now the further operations of the manual control unit,reference will be made to Figures 2, ,3, 4, 5, 6

and-183- First, let it be assumedtthat shifter lever 390 hasbeenset atindicator station 4, as previously de- I again communicate with valvechamber 285 and be vented 1 20p, 'scribed and'that 'main valve 225 ratioposition D? If the lever nowbe moved 'totstation 3, shifter earn 338will be'rotatedcounterclockwise,

but shifter fork rollerstud1387'j'Will not be moved as;it will remain inthe concentric portion ,SSStt-ofithecam track,1and controlling carnt339will be .rotated'to the '7 station .where its radial line C is alignedwith cam roller 345;" By this rotation, the rise of the cam from. radialline D to C'will rotate lever andarm 344 andf346- to depress valve yoke233 and plunger rod 230 .to the third ratio position Cfi the plunger rodbeing depressibly movable independently. incore tube 229. byfurthercompressing spring 232; The positioning relationship between cam333' and yoke 233 is such that the cam risesdefine andgproperlyestablishuthe correspondingly designated positions of the main .valve.andyoke when the cam is-in effect. It will now be apparent that ifthe'shiftenlever 390 is further moved to station 2 or 1 the main valvewill, in the manner just described, be movedbackto the correspondingpositions B or Ai Also, it will be :ap: parent that if at the. start ofdrive operation the shifter lever be set at a forward drive stationother than "4 the drive ratios Willfchange automaticallyfrom the firstratio up to, but not beyond,.the ratio. .towhichqthe shifter lever isset. i

'It is also to be noted. that whenever main valve 225 -is in position .Aand shaft 57is rotating fast enough .for' the pump to develop sufficientfluid pressure to move pis: ton valve218 far enough to expose port 232a,such fluid pressure will'be deliveredzto engage the disc brake of unit5' the same as .when themain valve wasin position B;

for in. eitherposition A or'B the chamber 309 islin 1 communication withports 2920 and 317, as previously described. Hence, if the main valve bemoved backttoor is sustained in first ratio positionfA while shaft'57 iseffectively rotating, coastingby'overrunningvof theone a directional,restraining device will be ipreclu'de'dzin first ratio also. 7

When. shifterlever390is moved to indicator stationh R,'l a reverse drivecondition, is establishedin the appa -v ratus. Withv such setting ofthe-shifter lever, controlling cam 339'will be rotated to one of thepositions :where its major concentric portion is adjacent cam roller'345and therefore restricting main valve 225 to position f A,'and

shifter cam 338 .will be rotated to the station. where-its radial line Ris, aligned with shifter fork, rollerstud 387. 'In thispositiontheshifter fork will have moved' planetary gear unit 6 to effectengagement of clutch teeth 188 with teeth 150,- teeth with teeth 156,and teeth, 190 with teeth 192.

gear will forwardlyrotate their cage'plates,gand hencecom nected sungear 175, at a reducedspeed ratio. The cage plates of planet gears174are now heldistationary byenv gagement of teeth 186. and 156.Therefore; the-planet gears 174now functioning asreversing idlers,theqfore.

wardly rotatingesungear 175-will drive; ring. gear; 173.

in-thc opposite direction at another reduced speedratio Thus, shaft 5,7willpb'e, driven in a reverse direction by ringgear 173jthrough-shiftenplate180, and at a sa-tisfactorily reduced, overallratioi When the shifter: lever is movedftoxindicaton station L, shaft 57'will be lockedagainst rotation-in either,

gear unit 6. to effect engagement :ofrchxtclf-teeth188 wit1iteeth 151,teeth 186 with teeth 156, and teeth 190 with is .now in thefourth 7 Withsettingof'the shifter-lever, shifter; i

teeth 192. If the apparatus was previously in reverse drive conditionthe latter two sets of teeth will simply remain engaged, but be movedfurther along one another, for, as will be seen, clutch teeth 186 and190 are sufliciently elongated to remain engaged at two stations. As nowcoupled, sun gear 175 is held stationary by sun gear clutch teeth 151,and planet gear cage plate 177 is held stationary by drum hub clutchteeth 156. Thus, planetary gears 174 and sun gear 175 are now locked toeach other and thereby lock their ring gear 173. Since the ring gear isengaged with shaft 57 through shifter plate 180, the shaft is therebycorrespondingly locked against rotation. This feature is of particularadvantage for use as a parking lock when the apparatus is applied to amotor vehicle.

Referring now to the independent actuation of controlling cam 339, itwill be seen that if the manual speed control element 396 be advancedsuflicient-ly to exceed the lost motion travel allowed by aperture 404in the connecting rod, further movement will then rotate crank arm 356.With the lost motion advance allowed by aperture 404 element 396 mayfirst advance speed control element 395 to its maximum speed position.Thereafter, the further advance required to move arm 356 may be effectedconcurrently with further compression of spring 399 by virtue of thesecondary lost motion travel allowed by link aperture 398. Let it beassumed that shifter lever 390 is now set at indicator station 4wherewith radial line D of controlling cam 339 is aligned with camroller 345'. In this position the teeth 372 of ratchet wheel 341 willhave been rotated clockwise to such position that the last toothcounterclockwise is cooperative with the hook of operating pawl 351. Ifcrank arm 356 now be rotated, as recited above, the operating pawl willbe moved downward, as viewed in the drawing, engaging the ratchet toothadjacent its hook, and will rotate cam 339 independently of earn 338,further winding cam biasing spring 340. The maximum movement of theoperating pawl will rotate the cam to the position where now its radialline C is aligned with cam roller 345, and at this point latch pawl 353will fall into engagement with the ratchet tooth then aligned with itshook and retain the cam in such position. Main valve 225 will thus bedepressed to position C in the same manner as previously described. Ifnow control element 396 be fully retracted, it will in obvious mannerrotate crank arm 356 back to the position shown in Figure 18 wherewithoperating pawl 351 will again be lifted to the position shown, and itsside lug 374 will also lift and release the latch pawl. Thereupon,

spring 341' will restore cam 339 to its normal position.

On the other hand, if, instead of being fully retracted, control element396 is only partially retracted and then advanced again, pawl spring 352will have lifted the operating pawl to the next adjacent ratchet toothwithout releasing the latch pawl, and the succeeding advance of thecontrol element will rotate the cam one station further. This proceduremay be repeated until the first ratio position is established, and onlywhen control element 396 is fully retracted, or brought close to fullretraction, will the cam be released to return to its normal position.It is to be pointed out that pawl spring 352 is not alone strong enoughto release latch pawl 353 against the friction holding it under the biasof cam biasing spring 340. It therefore requires add tional bias, suchas that provided by the control element retracting spring 401, to effectrelease of the latch pawl.

Referring now to the drive disengaging controller 405, this element isadapted to completely disengage and re-engage any drive connection toshaft 57 at any speed of the shaft. As apparent, the mechanism of thepresent device is such that when a driving connection has beenestablished from the prime mover to shaft 57, and the latter hasattained sufiicient speed to eifectuate the pressure pump, the rotationof the prime mover, and hence primary clutch unit 1, may be sustained byany back 22 drive imparted to shaft 57. For example, if the device isoperating on a motor vehicle, and the latter is descending .a hill,shaft 57 normally being restrained from coasting in any ratio, the drivecould not ordinarily be released until speed was reduced suficiently forthe primary centrifugal clutch to release in normal manner. For thisreason the manually operable drive disengaging controller is provided.When the controller 405 is advanced sufficiently far, cam lever arm 350,and hence cam lever 344 and valve control arm 346, will be rotated tothe position Where main valve 225 is depressed to position A. At thesame time, the camm-ing element 409 at the end of rod 407 will be movedacross the cooperating arm of bell crank 358 causing it to rotate andmove push rod 357 to the left, as viewed in Figure 2. Therewith, cut-offvalve 234, which is normally biased open by fluid pressure from port317a, will be moved to where its tip extension 234a abuts the bore endclosure. In this position its chamber 320 is in comunication with bothports 317b and 3170, and the former will thereby be vented by thelatter, while fluid directing port 317a will now be isolated from port3l7b. The tip extension 234a prevents the valve from closing port 317aand thereby fluid pressure reopening bias is sustained against it. Underthe conditions now in effect, it will be apparent that all of the fluidactuated clutches have been rendered ineffective. Therefore, shaft 57will be free to coast forwardly, and any rotation imparted to it by theelements it was driving cannot now be transmitted back to sustain evenfor awhile the speed of primary clutch unit 1. If the driving speed ofthe prime mover now be sufficiently reduced by its speed controller, thecentrifugally actuatabl primary clutch will also release and drivedisengagement will be complete. And when controller 405 is againretracted, all the elements will be automatically restored to theirprior con-v dition, in obvious manner (if no automatic changes normallyeffected by speed change have occurred), and the clutches which werereleased will again become engaged without clash or ill eflect.

With a motion transmitting device of the type disclosed, in order toavoid objectionable heating and power loss resulting from excessivefluid agitation, it is preferable that the running elements be onlyslightly immersed in their lubricating liquid, if at all. Therefore, asystem for circulatory lubrication by pressure should be devised andprovided. In the present disclosure the operating pressure fluid is alsoused for lubrication and therefore is preferably a lubricating oil. Butit is to be understood that the pressure operating means may readily beseparate from the lubricating system and employ other fluid mediums.With reference to Figure 8, it will be seen that the excess fluid passedby the primary pressure governing valve 221 is conducted by port 297 tothe chamber of the secondary pressure governing valve 223, which lattermust be moved against the bias of spring 224 for the remaining excessfluid to escape through port 301. Thus, secondary fluid pressure isdeveloped in accordance with the bias of spring 224, which pressure maybe considerably less than the pressure required for clutch operation.The pressure fluid, or lubricant, under the pressure now developed isconducted to the elements requiring lubrication by channel 300, port302, recess 242, port 245, channel 60, and ports 202 and 203. From port202 the fluid ejects into recesses 198 and 198:; of sun gear 173, someof it flooding adjacent moving elements and some passing through port201 to lubricate planetary gear unit 6. From port 203 the fluid ejectsinto sun gear recess 197, some of it lubricating the sun gear bearingsand some passing through port 200 to lubricate bearing 125, while themajor portion passes through port 199 to flood recesses 139 and 194, andtherefrom flows by gravity through the ones of ports 195 and 196 whichare below (as described) to lubricate planetary gear unit 4 and theone-directional restraining device. It is of course apparent that anyrelatively moving surfaces not lubricated by the lubricating.

, sure, ports andjrecessesrassociated with them.

' theclutches ,in'the first described embodiment.

a 23, system are supplied with lubricant by the operating pres-Withtheapparatus of ,the present embodiment installed iria.motor'vehicle, should it become necessary to, start the engine bypushing or towing the vehicle, this may be ac coinplished with shifterlever 399 setrat indicator station 2 or' 4. Assumingit-is set at station2, when the vehicle, and hence'shaft 57 and the pressure pump, areset"in.motion andsuificiently accelerated, clutchunit 2 and disc. brakeunit 5 will become engaged in the manner previously described;Th'erewith, clutch unit 2, being di' rectly connected to backing plate10, will transmit rotation to the engine. 7

. Consideningnow the operation of the modified embodiment of theinvention illustrated in Figure 19, it may is-set into motion drivingplate 419 will transmit rotation to friction wheel 423lby its frictionalengagement therewith Thus, shaft 421, and hence the pump rotor, willalsobe set into rotation.

In this embodiment the fluid pressure required for actuation istbut afraction of that required for actuation of Therefore, centrifugal forcealone is suflicien-t to sustain as well as initially move the pump rotorvanes into contact with the stator. a V

As it is shown in the drawing friction wheel 424 is at its, primarydrive ratio position, which is defined by abutment or fork hub 426 withcylinder cap 433. With thepump nowfinjoperation, when shaft 421 attainsa suffi'ciently high speed, fluid pressure delivered to the actuatingcylinder will overcome the bias of spring 434 and move the piston and,in obvious manner, the rod and fork to move friction wheel 423 towardthe circumference or; driving plate 419 until it is stopped byabutmentiofthe fork hub with the faceof journal bracket 429 'whichlatter defines the final drive ratio position. 'The maximum fluidpressure that can be developed is determinedby. the bias valueofgoverning valve spring [448,

and; the rate of movement of piston 431 is substantially determined by.the adjustment of regulating screw 436 which'metersthe flow of fluidinto the cylinder. Thus, the variation of the drive ratio from theprimary to'the final ratio will be effected through a limited period-oftime, as with the previously described embodiment.

per hour, and it may also be assumedthat at one time,

which speed the final ratio is 'eifected), while at another.

time, for rapid acceleration, the higher torque ratios should besustained through an acceleration range from When the speed of shaft 421is again sufiiciently reduced. (by deceleration of the prime mover) torender; the pump fluid output pressure inadequately effective,

spring 434will move the piston back and, in obvious manner,returnfriction wheel 423 to-its primary drive In this return movement,the fluid inratio position. the cylinder will escape through thedelivery conduit, freely passing the now ineffective pump rotor vanes.

Noteworthy features Heretofore, in automatic motion converting andtransmitting apparatus in general, it has been common practice tocontrol'and/ormotivate or effect such automatic 'motion conversion, orratio changing, by means of a speed responsive device, such as aflyweight governor, which i's usually driven by orin speed relationshipto the driven or ratio change receiving element of the ap- 'paratus.Under such system of operation, as is apparducedspeed ratios) beadvancingly sustained to higher rest ,up to 40 miles per hour.Therefore, since the normaldriving range may require that the speedresponsive ratio changing means be normally set to effect the finalratio at a vehicle speed of 15 miles per hour and sustainsuch ratio downto 10 miles per hour, it has also heretofore been common practice toprovide automatic auxiliary, modifying means whereby to over-control thespeed responsive device, usually relative to torque demand. it may bereadily appreciated that such auxiliary means introduces added costand'complication, a greater number of parts, and requires moreinstallation space. With the time limit controlled ratio. changingmeanzs'of the present invention noauxiliary modifying means is re:

quired to effect change from one ratio to another and to Q the finalratio at an' infinite number of driven element speeds according to therate of drive acceleration. For example, let it be assumed that with usein a .motor vehicle the time limit controlled actuating means is set toeffect'the final ratio in 10 seconds, starting from rest. If then thevehicle be accelerated slowly, within the 10 second period it may attaina speed of only 10 miles per hour before the final ratio is effected. Onthe otherhand, if it be accelerated rapidly, it may'attain'a speed of 40or 56 miles per hour before the finalratio is effected. And it isapparent that each of the ratios preceding the final ratio will also beeffected at propor tionately higher speeds, Which'contributes. to idealper-, formance. Also, another advantageous feature is that thefinalratio under the automatic control'maybesus- V tained at a vehicle speedas low as approximatelyfi miles'( per hour, according to conditionsprovided in the fluid pressure pump. V

As stated hereinbefore, thisinvention is not concerned with theactualspee ds at whieh'the time limit controlled actuator becomesmotivated erde-motivated, nor whether the piston valve 218 recedesslowly or rapidly. One rea.- son for this will now be understood whenthe simplicity and ready facility of the manually operable; over-controlmeans is considered. This, of course, has no duty to perform relative toautomatic efiectuation of the drive ratios at various driven elementspeeds, but it provides a simple and convenient means whereby theprimary drive ratio or others may be re-effected at any time whether ornot the speed of the driven shaft has been: reduced. to. the point wherethe piston valve has fully receded to its starting station.

It is also notable that with the novel arrangement of the planetary gearunits and clutches in this invention four automatically effectuableforward drive ratios and an automatically operable primary driveengaging and re-i leasing means are provided with only three actuatable"clutches or couplings, whereas, 'in any formerdevices known to theinventor, which provide a similar number of automatic forward driveratios plus such primary drive engaging and releasing means, .fouractuatable clutches has been the minimum required.

Also, the manner in which the two planetary gear units are adapted tofunction together to provide a suitably high reverse drive'ratio isconsidered novel.

vehicle' speeds thanthe governor may be set for without 7 While it willbe apparent that the illustrated embodiments of my invention hereindisclosed arewell calculated to adequately fulfill the objects andadvantages primarily stated, it is to be understood that the invention'is susceptible to variation, modification and "change withinQthe spiritand scope of the subjoined 'claims.

Having described. my invention, what I claim, is:

1-2 'In a motion converting and transmitting device, "in? combinationwith driving and drivable elements, transmission means etfectuable toestablish a drive between said elements at relatively variable ratioincluding a primary drive ratio, automatic ratio changing means normallyconditioned to effect the primary drive ratio and automatically variableto a difierent condition which defines a difierent ratio, meansincluding automatic motivating and timing means to automatically varythe condition of said ratio changing means responsive to the elapse of alimited time interval, and means whereby said ratio changing means isoperable to automatically select, initiate and effect the change fromone drive ratio to the other responsive to the elapse of said limitedtime interval.

2. In a motion converting and transmitting device, in combination withdriving and drivable elements, transmission means efiectuable toestablish a drive between said elements at relatively variable driveratio including a primary ratio and a final ratio, automatic ratiochanging means normally conditioned to eifect the primary drive ratioand automatically and progressively variable to a plurality of differentconditions each of which defines a different drive ratio, meansincluding automatic motivating and timing means to automatically andprogressively vary the condition of said ratio changing means from theprimary to a final condition responsive to the elapse of limited timeintervals, and means whereby said ratio changing means is operable toautomatically and progressively select, initiate and effect the changefrom one drive ratio to another responsive to the elapse of said limitedtime intervals.

3. In a torque converting and transmitting device, in combination withdriving and drivable elements, transmission means efiectuable toestablish a drive between said elements at relatively variable torqueratio including a primary ratio, automatic ratio changing means normallyconditioned to eflect the primary torque ratio and automaticallyvariable to a different condition which defines a different ratio, meansincluding automatic motivating and timing means to automatically varythe condition of said ratio changing means responsive to the elapse of alimited time interval, and means whereby said ratio changing means isoperable to automatically select, initiate and effect the change fromone torque ratio to the other responsive to the elapse of said limitedtime interval.

4. In a torque converting and transmitting device, in combination withdriving and drivable elements, transmission means eflectuable toestablish a drive between said elements at relatively variable torqueratio including a primary ratio and a final ratio, automatic ratiochanging means normally conditioned to efiect the primary torque ratioand automatically and progressively variable to a plurality of differentconditions each of which defines a different torque ratio, meansincluding automatic motivating and timing means to automatically andprogressively vary the condition of said ratio changing means from theprimary to a final condition responsive to the elapse of limited timeintervals, and means whereby said ratio changing means is operable toautomatically and progressively select, initiate and eflect the changefrom one torque ratio to another responsive to the elapse of saidlimited time intervals.

5. Apparatus as defined in claim 1 including a variable speed mover, andwherein said transmission means comprises primary and secondary couplingmeans, and means whereby said primary coupling means is renderedeffective upon acceleration of the speed of the prime mover to asubstantially predetermined minimum.

6. Apparatus as defined in claim 1 wherein said transmission meanscomprises primary and secondary coupling means, a source of fluidpressure, and fluid pressure means to eflectuate said secondary couplingmeans responsive to the influence of said ratio changing means.

7. Apparatus as defined in claim 1 wherein said transmission meanscomprises primary and secondary coupling means, and wherein said primarycoupling means is auto matically and independently efiectuated bymechanical means.

8. Apparatus as defined in claim 1 wherein said transmission meanscomprises primary and secondary coupling means, and wherein said primarycoupling means is automatically and independently efiectuated bycentrifugally influenced means.

9. In a device for transmitting motion from a prime mover to a drivableelement in variable drive ratio, ratio varying elements, primarycoupling means etfectuable to transmit motion from the prime mover tothe ratio varying elements and thereby to said drivable elements,secondary coupling means also efiectuable to transmit motion from theprime mover to said drivable element, automatic means for rendering eachof said coupling means effective or inefiective, means by which theprimary coupling means is first rendered effective, a cooperativeelement by which an operating member of the primary coupling means isconnected to an operating member of the secondary coupling means and bywhich the primary coupling means is automatically, progressively andproportionately rendered ineffective as the secondary coupling means isrendered effective.

10. Apparatus as defined in claim 9 wherein said primary coupling meansis of the dry type and said secondary coupling means is of the wet type,mechanical means for effectuating the primary coupling means, a sourceof fluid pressure, and fluid pressure operating means for efifectuatingthe secondary coupling means.

11. Apparatus as defined in claim 9 including a housing wherein thesecondary coupling means is disposed and whereby it is separated fromthe primary coupling means by a partition, the said cooperative elementby which an operating member of one coupling means is connected to theother being disposed to extend through said partition to provide saidconnection.

12. in a motion converting and transmitting device comprising drivingand drivable elements, a pair of couplings actuatable to effect a drivebetween said elements at relatively different ratios, means whereby onecoupling is efiectively actuated prior to the other, independent meansfor actuating one coupling, independent means for actuating the othercoupling, a cooperative element by which an operating member of onecoupling is connected to an operating member of the other coupling andby which the first actuated coupling is automatically, progressively andproportionately rendered inefiective as the other coupling is renderedefi'ective, thereby shifting the drive from one coupling to the other.

13. Apparatus as set forth in claim 12 including means whereby the firstactuated coupling may be re-eftectuated, and means whereby with suchre-efiectuation of the first actuated coupling the other coupling isprogressively and proportionately rendered ineffective.

14. In a motion converting and transmitting device, in combination withdriving and drivable elements, a plurality of coupling means actuable toefiect a drive between said elements at relatively different ratios,limited I time interval controlled actuating means for certain of saidcoupling means, centrifugal actuating means for at least one of saidcoupling means, the centrifugally actuated coupling means comprising anannular friction plate, an axially movable pressure plate and astationary backing plate which are adapted to grip the friction platetherebetween, a pressure reaction member axially spaced rom the movablepressure plate adjacent the side opposite from the friction plate, aplurality of radially movable flyweights disposed in the space betweenthe reaction member and the movable pressure plate, a substantiallyaxially transverse aperture through the flyweights, a pair of rollersfittingly disposed in said aperture in annular abutment with each other,a plurality of relatively narrow radially elongated axially extendedlugs aflixed to said reaction member and cooperative withsaid'iflyweights, the axialfaciof the lugs being angularly inclined, thearrangement being such that the annulus of one of; the rollers disposedin the flyweight aperture abuts the inclined face of a lug, while theannulus of the other 'rollerabuts the adjacent face of said movablepressurerplate, the rollers thereby being adapted to co operativelyfunction as a rolling wedge to effectively actuate the movablepressureplate when said flyweights areurgedradially. outward-by centrifugalforce.

15}. Apparatus as defined inclaim 1 including means whereby the changefrom one ratio to the other is effected overlappingly and withoutinterruption to the transmission of motion between said elements.

' T6} In a device which is adapted to'transrnit rotation inaforward or areverse direction, driving and drivable elements, arplurality ofcoupling devices actuatable to effectadrive betweensaidelementsatrelatively diiferent ratios, automatic means operable to select andactuate certain of said couplingdevices, a first and second planetarygear assembly each of which comprises a sun gear,

an encompassing ring gear, planet gears, and a planet gearcarrier,,means wherebysaidgearing may selectively be connected to rotatesaid drivable element in a forward or a reverse direction relative tosaid driving element, the reverse rotation being rendered effective byinstituting a first driving connection which is adapted to forwardlyrotate the ring gear of said first planetary gear assembly and therebyits mating planet gears and planet gear carrier around a. stationary sungear, a secondconnection whereby last said planet gear carrier isadapted to forwardly rotate the sun gear of said second planetary gearassembly, a lthird connection whereby the planet gear 7 carrier" of'said second planetary gear assembly is restrained from rotation andwhereby the planet gears thereof are operable tovrotate their matingring gear in a direction opposite'to that of their sun gear, and afourth connection between last said ring gear and said drivable element.7

17. In a device adapted totransmit motion in a 'forward or a reversedirection, driving and drivableelements including a, plurality offriction clutches adapted to connect and disconnect certain of saidelements, a planetary gear assembly comprising a sun gear, anencompassingring gear, planet gears, and a planet gear carrier, anaiiial supportinge'lement for the, planetary gear assembly whereon it isaxially shiftable as asingle unit, means for fs'elect'ively'shiftingsaid assembly to any one of a plurality of stations, means whereby whensaid assembly is shifted to one station connections are establishedwherewith said planetary gears are adapted to transmit rotation to saiddrivable element in the direction of rotation of said driving element,means whereby when said assembly is shifted to another stationconnections arerestablished wherewith said planetary gears are-adapte'dto transmit rotation to' said drivable element in adirection opposite tothe rotation of said driving element, and means whereby whensaidassembly is shifted to still another station a neutral condition isestablished wherewith said driving and drivable elements are effectivelydisconnected. V

18. Means as set forth in claim 17 including means whereby when saidplanetary gear assembly is shifted to I still another stationconnections are established wherewith said drivable element isphysically restrained from rotation in either direction; 7

7 19. Apparatus as defined in claim 1 wherein'the motion transmittedfrom said driving to said drivable element is V normally in onedirection through all drive ratios, an

element manually shiftable to efiect reversal of the motion transmittedto said drivable element, and manually operablemeans for selectivelyshifting said shiftable element.

20. Apparatus as defined in claim 1 including an element manuallyshiftablc to any one of a plurality of stations, which element, whenshifted to onestation,

establishes a neutral condition; wherewith said driving"areal-waneele'men'ts" are effectively disconnected,and

which, when s'hifted' to" another station, establishes COIIIL nection swherewith said drivable element is restrained from motion, and manuallyoperable means for selectively V shifting said shiftable element. 7

couplings, fluid pressure actuatable nieans'to selectively effectuatestill others of said couplings'including manually actuatable valvularmeans selectively operable to control said fluidpressure actuatablemeans,-rand meanswhereby said mechanical means and: said valvular meansmay be separately actuatedselectiyely by a manually operablecontrollingelement commonly c'onnectedto both.

'22. In a motion converting and transmitting device' f comprisingdriving and drivable elements, a plurality of I couplingsactuatabl'et'ofeffect a drive between saidelements at selectivelydifferent ratios, manually actuatable mechanical means to; selectivelyeffectuate certain of said" couplings, fluid pressure actuatable meansto selectively, effectuate others of-"said couplings including manuallyactuatable valvular means selectively operable to controlsaid fluidpressure actuatable means, and means whereby said' mechanical means andsaid valvular means may be separately actuatedselectively'by a manuallyoperable controlling element commonly connected to both,- saidcontrolling element comprising camming, means, a por-,

tion of which is engageable withan element adaptedto actuate saidmechanical-means and a portion of which'is en'gageable with an elementadapted to actuate said valvular means.

231 In amotion' converting and transmitting device comprising drivingand drivable elements, a plurality of v couplingsactuatable toeflect adrive between said elements at selectively different ratios, manuallyactuatable mechanical means tov selectively effectuate certain of saidcouplings, fluid pressure'actuat'able means to selectivelyeffectuateothersof saidcouplings including manually actuatable valvular meansselectively operable to o control said fluid pressure actuatable means,automatic limited time interval controlled actuating means also adaptedto actuate said valvular means, and means where- V by saidmechanicalmeans and said valvular means may be separately actuatedselectively by a manually operable controlling elementcommonly'connected to both.

. 24. In a, motion converting and transmitting device,

in combination with driving anddrivable elements and a a frame wherebythey are supported, a plurality of couplings actuatable to effect adrivebetween said elements at selectively, dit't'erentratios, manuallyactuatable mechanical means. to selectively effectuate certain of saidcouplings,

fluid pressure actuatable' means to selectively effectuate others. ofsaid couplings; including manually *actuatable valvular meansselectivelyoperable to control said fluidpressureactuatablemeans, automatic limitedtime interval controlled actuating means also adapted to actuate saidvalvular means, and means whereby said mechanical means and saidvalvu'lar meansm-ay be separately, actuated selectively-by a manuallyoperable controllingelement commonly connectedto both, said controllingelement being'unitarily mounted on a supporting element de tachablysecured to said: frame.

25, In a motion converting and transmitting device' comprising drivingand drivable'elements, means actuat-' able to transmit motion from theformer element to the latter at relatively variable ratio, limited timeinterval controlled actuating means automatically operable to converttlie rimtimifr' cirri onle'Erati'ci to another, said time inter- Y l:9.t? .=i e ia l asement a m ee governing element'autoniatically movableprogressively

